Carburetor for internal combustion engines



March 7, 1939. SCHORSCH 2,150,081n

CARBURETOR FOR IN'ERNAL COMB-USTION ENGINES Filed June 24, 1936 2 Sheets-Sheet 1 IE; 1., E? u 5H W fly:

2 sheets-sheet 2 MarchA 7, 1939'. l. scHoRscH l CARBURETOR FOR INTERNAL COMBUSTION ENGINES Filed June v24;, 1936 Patented Mar. 7, 1939 I UNITED sTATEs CARBUB'ETOR FOR 4 ENG coMBUs'rroN INES I Ignaz Schorsch, Prague, Czechoslovakia Application June 24,

1936, Serial No. 87,103

In Czechoslovakia May 9, 1936 1 Claims.'

This invention relates to carburetors for internal combustion engines and particularly to carburetors ofthe kind provided with an auxiliary jet for use during no-load running of the engine. l

The arrangements proposed hitherto for the no4-load running of internal combustion engines do not correspond with practical requirements. For example, in the known arrangements the,` noload jet continues to operate even when there is a small engine load, with the result that the combustible mixture is unnecessarily enriched and the fuel consumption undesirably increased.

Further, the no-load device is always arranged to supply a fixed quantity of fuel which particularly with the starting of cold engines, is not sufficient to allow the engine to run at more than idling speed.

The object of the present invention is to overcome these disadvantages and the invention consists of a carburetor for internal combustion engines, in which the slow-running jet is operated by closing the throttle characterized in that means are provided for closing the slow-running jet automatically when the throttle is opened for normal or high speeds, means also being provided for closing said slow-running jet independent from the throttle operation.

In order that the invention may be more clearly understood two particular constructions of the invention will now be described, by way of example, with reference to the accompanying drawings in Which:

Figs. 1, 2 and 3 show an embodiment of the invention as applied to a floatless carburetor, Fig.

1 being vertical section, Fig. 2 a section on the.

line II-II of Fig. 1, and Fig. 3, a section on the line III-III of Figs. 1 and 2; and Figsfl, 5 and 6v show an embodiment of the invention as applied to a carburetor of the float type, Fig. 4 being a vertical section; Fig. 5 a section on the lin'e V-V of Fig. 4, and Fig. 6, plan.

Referring to the construction shown in Figs. 1-3 the needle 8 for regulating the flow of fuel into the induction pipe 'I acts at the same time on a valve 9, which controls the ow of fuel to the no-load jet I0. This valve 9 controls the flow of fuel to a channel II, from which it enters in a quantity regulated by the position of the needle I2, into the pipe I4 which can be opened or closed by the valve I3 (Fig. 2). Y

It will be readily understood that the valve 9 completely closes the passage I I when the needle 8^is in its open position (in Fig. 1, pushed to the left), and 4that this passage II is not opened until the needle 8 takes up a position' corresponding with the no-load position of the throttle valve I5. It will also be understood that the ow of fuel to the valve I3 can be regulated by the needle I2, which is conveniently adjustable by means of the starter lever, so that the output with the no-load can be regulated in accordance with the Aobtaining requirements.

With the form of 'construction of the float carburetor depicted in Figs. 4, -and' 6 the arrangement forthe regulation and the cutting oif of the fuel supply to the no-load jet is contrived in a suitably similar manner. In this case the fuel for normal running enters the induction pipe l by the V main jet 'I6 and the compensationvjet I'I respectively. f

The pipe I8 leading from the iioat chamber to 1 the no-load jet is regulated, in respect of its effective section of ow, by the needle I2 and brings ,the fuel in front of. the valve I3 which frees or cuts off the flow of fuel to the no-load iet IIJ. With this arrangement, the no-'load jet has passing through it a needle 20, the end of which lies in the range of the throttlepvalve I5 in such a manner that the latter, in its no-load position, forces the needle 20 back into the noloadjet and in its working position allows the needle 2B a limited outward movement. By this means the fuel is introduced into the no-load jet I0 or prevented from passing into it, a valve 2I connected with the needle 20 working in conjunction with a valve seat suitably provided in the jet body.

With this form of cnstruction also, the quantity of 'fuel intended in each case for the no-load running can be conveniently regulated by the actuation of the needle I2 by the starter, and likewise the no-load device can be put completely out of action by regulation of the valve I3'.

In a carburetor for internal combustion engines the combination of a fuel conduit fociy leading the main supply of the fuel to the suction tube of the carburetor a needle valve conf trolling said conduit, a butterfly throttle located in said suction tube controlling the movement of v said needle, a slow-running nozzle located beyond said throttle, a fuel duct leading to said slow-running nozzle, a second valve coaxial with and abutted by said needle valve as the latter approaches its closed position for lifting said second valve from its seat controlling said fuel duct controlled by said needle valve, said second valve being automatically opened when said' butterfly throttle is brought to the slow-running position o! fuel thereto and a. fourth valve also located and automatically closed when said butterfly intermediate the mouth of said fuel duct and throttle passes to the positions for 4normal or lsaid vslow--running nozzle controlling the tubi;

higher speeds of the motor, a. third valve located passing to said slow-running nozzle independently 5 intermediate the mouth of said fuel duct and of said butterfly throttle.

said slow-running nozzle for regulating the -flow IGNAZ SQIHORSCH.l 

